All-terrain vehicle

ABSTRACT

An ATV is shown having a steering system comprised of a power steering unit having drive and driven pitman arms coupled to a drag link. The drive pitman arm is laterally offset from a vehicle centerline and is driven by the power steering unit. An alternate power steering system includes a pack and pinion subassembly coupled to a power steering motor, which then couples to steering arms of the ATV.

BACKGROUND OF THE DISCLOSURE

The present disclosure generally relates to an ALL TERRAIN VEHICLE (ATV)and, more particularly, to an ATV having improved ergonomics andperformance.

Generally, ATVs are used to carry one or two passengers and a smallamount of cargo over a variety of terrains. Due to increasingrecreational interest in ATVs, specialty ATVs, such as those used fortrail riding, racing, and cargo hauling have entered the market place.Most ATVs include an engine including between one and three cylinders.Most ATVs include a straddle or saddle type seat positioned above theengine.

SUMMARY OF THE DISCLOSURE

In one example of the invention, a method of making multiple widths ofall-wheel drive vehicles is described which includes the steps ofproviding a frame having a front portion and a rear portion; providing apower train and coupling the power train to the frame, the power traincomprising a primary motive unit, a transmission, a front final drive, arear final drive and couplings between the transmission and the frontand rear final drives; providing a plurality of front and rearsuspension components of different lengths; providing a plurality offront and rear half shafts of different lengths; selecting sets of frontand rear suspension components and front and rear half shafts to definea measured distance from a longitudinal centerline of the vehicle; andproviding front and rear wheels, where a distance measured from outsidethe front and rear wheels is different for the different sets.

In another illustrative embodiment, an all-terrain vehicle (ATV)comprises a frame; ground engaging members supporting the frame,including front and rear ground engaging members; front right and leftsuspensions; front wheel steering mechanisms including right and leftknuckles pivotally coupled to the respective front right and leftsuspension; a power steering unit coupled to the frame, the powersteering unit including an output shaft which is laterally offset from avertical centerline of the vehicle; right and left steering arms coupledto respective right and left knuckles, and a linkage coupling the outputshaft to the steering arms, where the right and left steering arms aresubstantially the same length.

In another illustrative embodiment, an all-terrain vehicle (ATV)comprises a frame; ground engaging members supporting the frame,including front and rear ground engaging members; front right and leftsuspensions; front wheel steering mechanisms including right and leftknuckles pivotally coupled to the respective front right and leftsuspension; a first stop member positioned on each of the front rightand left suspension; and a second stop member positioned on each of theright and left knuckles; wherein the first and second stop memberscooperate to provide extreme rotational positions.

In another embodiment includes an all-terrain vehicle (ATV) comprising aframe; ground engaging members supporting the frame, including front andrear ground engaging members; front right and left suspensions; a powersteering unit coupled to the frame; a steering post providing torsionalinput to the power steering unit; a steering system support bracketcoupled to the frame for supporting the power steering unit; and asteering stop coupled between the steering shaft and the steering systemsupport bracket, to provide extreme rotational positions of the steeringshaft.

Finally, in another embodiment, an all-terrain vehicle (ATV) comprises aframe; ground engaging members supporting the frame, including front andrear ground engaging members; front right and left suspensions; a powersteering unit coupled to the frame, the power steering unit comprising apower steering motor having an output shaft and a rack and pinionsubassembly coupled to the power steering unit, the rack and pinionsubassembly having a housing and a pinion gear driving coupled by theoutput shaft, and a rack drivingly coupled to the pinion gear; asteering post providing torsional input to the power steering unit; andsteering arms coupled to the rack; wherein torsional input to the powersteering unit causes rotation of the output shaft and pinion, and linearmovement of the rack and steering arms.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described by way of reference to the drawingfigures, where:

FIG. 1 is a front left perspective view of the ATV of the presentdisclosure;

FIG. 2 is a right rear perspective view of the ATV of FIG. 1;

FIG. 3 is a left side view of the ATV;

FIG. 4 is a right side view of the ATV;

FIG. 5 is a top view of the ATV;

FIG. 6 is a front view of the ATV;

FIG. 7 is a rear view of the ATV;

FIG. 8 is a front left perspective view of the frame for the ATV ofFIGS. 1-7;

FIG. 9 is a right rear perspective view of the frame of FIG. 8;

FIG. 10 is a front left perspective view of a 55″ wide version of theATV showing the front suspension and steering system;

FIG. 11 is a front view of the ATV front suspension and steering systemof FIG. 10;

FIG. 12 is an enlarged rear view of the right-hand suspension system ofFIG. 11;

FIG. 13 is a front left perspective view of the wheel hub shown in FIG.12;

FIG. 14 is an exploded view of the wheel hub coupling to the lower A-armof FIG. 13;

FIG. 15 is a right rear perspective view of the ATV shown in FIG. 10;

FIG. 16 is an underside perspective view of the suspension and steeringsystem;

FIG. 17 is an underside perspective view showing the electric powersteering unit mounting and the steering arm linkage;

FIG. 18 is an exploded view of the electric power steering unit mountingand steering linkage of FIG. 17;

FIG. 19 shows a rear right perspective view of the steering linkage ofFIG. 18;

FIG. 20 is a rear left perspective view of the linkage of FIG. 19;

FIG. 21 is a lower perspective view showing the driven pitman armtogether with the steering stop;

FIG. 22 is an underside view showing the suspension of a 55″ wide ATV;

FIG. 23 shows a view similar to that of FIG. 22 showing the suspensionof a 48″ wide ATV;

FIG. 24 shows a bottom view of the left side suspension of a 55″ wideATV;

FIG. 25 shows a bottom view of the left side suspension of a 48″ wideATV;

FIG. 26 shows a rear view of the rear suspension of a 55″ wide ATV;

FIG. 27 shows a bottom view of the suspension of FIG. 24;

FIG. 28 shows a rear view of the 48″ rear suspension;

FIG. 29 shows a bottom view of the suspension of FIG. 26;

FIG. 30 shows a right rear perspective view of the right rear wheel hub;

FIG. 31 shows a left rear perspective view of the mounting of the rearfinal drive and the frame of the ATV;

FIG. 32 shows a right rear perspective view showing the engine mountingtogether with the exhaust routing for the ATV frame;

FIG. 33 shows a front left perspective view of the ATV muffler of FIG.32;

FIG. 34 shows a right rear view of the muffler of FIG. 31;

FIG. 35 shows a rear left perspective view of the hitch mount on theATV;

FIG. 36 is a front view of an alternate rack and pinion steering system;

FIG. 37 is a left hand side view of the rack and pinion steering systemof FIG. 36;

FIG. 38 is a bottom view of the rack and pinion steering system of FIG.36;

FIG. 39 is a left rear view of a riser block assembly usable with thehandle bars; and

FIG. 40 is an exploded view of the assembly of FIG. 39.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

With reference first to FIGS. 1-7, the ATV of the present disclosurewill be described in greater detail. As shown, ATV is shown generally at2 and comprises front wheels 4 and rear wheels 6. Front wheels 4 includerims 8 and tires 10, whereas rear wheels 6 include rims 12 and tires 14.Wheels 4 and 6 support a frame 20 which in turn supports a front bodyportion 22, a rear body portion 24 including a rack 26, a seat 28 and amid-body portion 30 including a foot well 32. ATV 2 includes a steeringsystem 36 including handlebars 38 for steering ATV 2, as describedherein. A pod 40 is coupled to handlebars 38 and includes a headlight 42(FIG. 1) and a control display 44 (FIG. 2). ATV 2 further comprises apowertrain 50 (FIG. 3) including an exhaust system 52 (FIG. 2). Finally,ATV 2 includes a front suspension system 56 (FIG. 6) and a rearsuspension 58 (FIG. 7).

As will be disclosed herein, ATV 2 can be provided in two widths, thatis a 48″ width and a 55″ width. In accordance with the presentdisclosure, the frame 20, body components 22, 24 and 30, and powertrain50 are identical for the two vehicle widths. Rather, the front and rearsuspensions 56, 58 interchange to provide the wider vehicle, asdisclosed herein.

With reference now to FIGS. 8 and 9, frame 20 will be described ingreater detail. As shown, frame 20 includes a front frame portion 70, arear frame portion 72, a foot support portion 74 and a seat supportportion 76. Frame 20 is generally defined by longitudinally extendingtubes 80 having horizontal sections 80 a, which turn upwardly andforwardly at portions 80 b and turn upwardly and rearwardly at portions80 c. A removable forging 82 is provided on the driver's side of thevehicle, such that removal provides an access opening for installing orservicing components of the ATV. Foot support portion 74 is defined by aU-shaped tube 84 coupled to the two portions 80 a and including mountingbrackets 86. Seat support portion 76 is defined by longitudinallyextending tubes 90 which couple at the top ends of frame tube portions80 b and 80 c. Front ends of tubes 90 terminate in a cross brace 94,while tubes 90 support a rear cross brace 96.

Front frame portion 70 includes front tubes 96 extending upwardly from across brace 98 to couple to a front side of cross brace 94. Uprighttubes 100 extend upwardly from cross brace 98 and couple with tubes 96.Tubes 102 extend longitudinally between tube portions 80 b and tubes100, and support a steering system support bracket 110, as describedfurther herein. Bracket 110 includes a lower bracket portion 112 fixedto tubes 102, for example, by welding. Frame 20 further includes lowertubes 114 which couple between tubes 80 and a front brace 116, wherebrace 116 includes an upright portion 118 which couples to cross brace98. Four attachment brackets are provided for mounting of the frontsuspension 56, namely, a front lower bracket 126, a lower rear bracket128, an upper front bracket 130 and an upper rear bracket 132. Thesesame brackets 126, 128, 130 and 132 are replicated on the right handside in a mirror image configuration.

Rear frame portion 72 includes lower tubes 140 coupled to tubes 80 awhich extend rearwardly, while longitudinal tubes 142 extend rearwardlyfrom a cross tube 146. Vertical tubes 148 extend upwardly between tubes142 and 90. Braces 150 extend upwardly between tubes 140 and 142 andprovide a first attachment point 156 (FIG. 9) for a rear lower couplingfor the rear suspension 58 and an upper coupling point 160 for the rearsuspension 58. A front lower bracket 166 is coupled to each of the tubes140 for a front lower coupling point of rear suspension 58, while anupper bracket 170 provides coupling for a front upper coupling point forrear suspension 58. A muffler support 172 is positioned at a rear of theframe 20 and straddles frame members 142, and includes apertures 174.

Finally and with respect to seat support portion 76, a forging 180 isprovided, interrupting a length of the passenger side tube 90 whichcouples to cross braces 182 and which is removable for the assemblyand/or servicing of the vehicle components, such as powertraincomponents.

With reference now to FIGS. 10-16, the front suspension 56 of the 55″vehicle will be described. With reference first to FIG. 10, a front endof the vehicle is shown without the wheels and the front body 22 whichexposes the front suspension 56 and frame 20. A front drive 190 is alsoshown to drive the front wheels 4 from the powertrain. As is known, atthe front end of the vehicle, the steering system 36, the frontsuspension 56 and the front drive 190 all cooperate together.

As shown in FIG. 10, front suspension 56 includes a lower left A-arm200, upper left A-arm 202, lower right A-arm 204 and upper right A-arm206. Shock absorbers 208 and 210 couple between upper A-arms 202, 206and upper brace 94, respectively. Inner ends of lower left A-arm 200couple to coupling points 126, 128 (FIG. 8), while inner ends of upperleft A-arm 202 couple to coupling points 130, 132 (FIG. 8). Right A-arms204, 206 are likewise coupled to like coupling points of the frame 20 onthe right-hand side. As shown best in FIG. 12, upper A-arms 202 and 206have an upwardly directed bend at 220 which is profiled to provideclearance for steering arm 222. As will be discussed further herein,steering arm 222 is coupled at an inner end to a motor of the steeringsystem 36, and is coupled at its outer end to knuckle 224. Knuckle 224is coupled to A-arms 204, 206 by way of pins 230, 232. Knuckle 224includes an extension 234 which couples to threaded posts 236 ofsteering arm 222. Wheel hubs 240 are provided having studs 242 formounting wheels 4.

As shown best in FIG. 13, hub 240 includes a constant velocity joint 250having an inner profiled geometry 252 which is suitable for driving byway of a half shaft (or constant velocity (CV) shaft) 256 (FIG. 10), asis known in the art. Inner ends of half shafts 256 likewise includedrive portions to be driven by constant velocity couplings 260 (FIG. 10)from the drive unit 190. As shown best in FIGS. 13 and 14, knuckle 224includes an integrated stop member 266 in the form of an arcuate slothaving extreme contact surfaces 268 and 270 (FIG. 14). Meanwhile, lowerright A-arm 204 includes a coupling 276 having an opening at 278 whichis received over pin 230 to receive a castellated nut 280 (FIG. 13) tocouple lower A-arm 204 to knuckle 224. As shown, coupling 276 includesan integrated stop member 284 defining an upstanding post having a sharkfin geometry, whereby hub 224 can rotate about an axis defined by pins230, 232 to the extreme positions where surface 268 or 270 contacts stopmember 284.

The forging also makes contact at a 45° angle instead which increasedthe strength significantly. This design is lighter and gives greatercontrol to the stop. The shark fin 284 is wider at the base 284 a, ascompared to the top 284b, (see FIG. 14) which allows a progressivesteering stop and limits the steering angle as the wheel travelsdownward to protect the half shafts 256 (FIG. 10) at suspension fullextension.

With reference now to FIGS. 15-21, steering system 36 will be describedin greater detail. With reference first to FIG. 15, steering system 36includes a steering post 300 extending downwardly from handlebars 38(FIG. 1) to a power steering motor 302. As shown best in FIG. 17,steering system support bracket 110 further comprises an upper bracketportion 304. Steering motor 302 is coupled to bracket portion 304 (FIG.16), which in turn couples to lower bracket portion bracket 112 (FIG.15). With reference now to FIGS. 17 and 18, the mounting of steeringmotor 302 will be described in greater detail. As shown best in FIG. 18,power steering motor 302 includes a motor portion 310 and an outputportion 312 having a splined drive shaft 314 extending through a bearingcap 316. Four threaded bosses 318 are provided for coupling to bracket304. As shown, bracket 304 includes an upper plate 320 having a brackettab 322 extending from one end thereof having apertures 324 and 326. Atthe opposite end, a bracket sidewall is provided at 330 having aperturesat 332 (FIG. 17). Plate portion 320 includes an enlarged aperture at 336(FIG. 19) which fits over bearing cap 316, as best shown in FIG. 17.Plate portion 320 further includes apertures 340 (FIG. 19) which alignwith the threaded bosses 318 to receive fasteners 344 therethroughcoupling bracket 304 to a lower side of steering motor 302, as shownbest in FIG. 18.

As should be appreciated, when bracket 304 is coupled to the bottom ofsteering motor 302, splined shaft 314 protrudes through aperture 336. Adrive pitman arm 350 is provided having a coupling 352 having an innerspline 356 (FIG. 19). Pitman arm 350 includes an arm portion 360 havingan aperture 362 adjacent a free end of the arm 360 and an aperture 364intermediate aperture 362 and shaft portion 370. Shaft portion 370 isreceived in a bearing assembly 376 having a plate portion 378 (FIG. 21)including a rotatable stop portion 380 having stop surfaces 380 a and380 b with a bearing 384 extending therethrough. Bearing assembly 376can be coupled to lower bracket 110 as described herein. Lower bracket112 includes a plate portion 400 (FIG. 18) having an aperture at 402 toreceive bearing portion 384. Plate portion 400 includes square apertures404 which align with square apertures 406 on bearing assembly 376 which,as can be appreciated, receive carriage bolts therethrough to couple thebearing assembly 376 to the plate portion 400.

As shown best in FIG. 21, drive pitman arm 350 includes a stop member410 which rotates between the extreme portions of surfaces 380 a and 380b under the influence of splined shaft 314. Finally, drive pitman arm350 includes a groove 416 (FIG. 21) to receive a snap ring 418 (FIG.18), therein which retains the shaft portion 370 in the bearing 384, andthe pitman arm 350 to the splined shaft 314. The steering stop 380, 410on the post protect the CV shafts 256 primarily, the post stop protectsthe wheels 4 from contacting the bodywork during neutral suspensionposition. The plate 380 is interchangeable and allows adjustment of thestop position which is important at the neutral position when largertires are desired.

As shown best in FIG. 18, a driven pitman arm is shown at 420 which issimilarly constructed as pitman arm 350, however it does not have asplined shaft as it is driven by pitman arm 350. Rather, pitman arm 420includes a cylindrical bearing portion 422 having a through opening at424. Pitman arm 420 also includes an arm portion 428 having apertures430 and 432. As shown best in FIG. 18, bracket 112 includes a portion440 (FIGS. 18-19), which is coupled to tubes 102 having upper plateportion 442 having an aperture 444 aligned with aperture 446 of lowerplate portion 400. Thus, as shown in FIGS. 19, 20, driven pitman arm 420can be coupled between bracket portions 112, 304 by way of a fastener450 extending through aperture 326 of tab portion 322 extendingdownwardly through aperture 424 of driven pitman arm 420 and throughapertures 444, 446 of bracket portion 112. A complementary fastener 452may be coupled to fastener 450 to retain driven pitman arm 420 in place.

With reference still to FIGS. 18 and 19, drive and driven pitman arms350, 420 are coupled together by way of a drag link 460, where drag link460 includes a bar portion 462 having couplings 464 at each end. Eachcoupling 464 includes an aperture 466 which align with apertures 362 and430 to receive fasteners 470 therethrough. Fasteners 470 couple withfasteners 472 to retain drag link 460 in a coupling relationship withthe drive pitman arm 350 and driven pitman arm 420, as shown best inFIG. 19.

Finally, with respect to FIG. 18, steering arms 222 each include a balljoint 500 having a threaded end 502, where each of the threaded ends 502is received in one of the apertures 364 or 432. Thus, as should beappreciated, input from the splined shaft 314 to drive pitman arm 350causes a like rotation of the driven pitman arm 420 by way of drag link460, which in turn causes transverse movement of the steering arms 222in a push-pull relationship with the pitman arms 350, 420 depending uponthe direction of rotation.

With reference now to FIGS. 11 and 16, further features of the steeringsystem will be described. As shown best in FIG. 11, the steering shaft300 extends along a non-vertical axis 510 with respect to vertical axis512 to provide an angular offset β₁, where β₁=approximately 8.5°, butcould be in a range from 5°-12°, and more particularly from 7°-10°. Thispositions the center of the left inner ball joint 500 (FIG. 16) at aleft vertical position 516. As shown in FIG. 11, vertical position 516is offset from the vertical center line 520 and the vertical center 522of the right inner ball joint 500 is laterally offset from verticalcenter line 520 as well. As shown, left inner ball joint 500 is offsetfrom the vertical center line 520 by a distance of 526, whereas theright inner ball joint 500 is offset from the vertical center line 520by a distance of 528, where distances 526 and 528 are equal, and areequal to 3.25″, but could be in a range from 2″-5. Thus, the laterallyoffset steering motor in combination with the drag link 460 eliminatesthe bump steer that is introduced into the suspension.

Furthermore, with reference to FIGS. 16 and 19, each of the arm portions360 and 428 of respected pitman arms 350 and 420 include portions skewedat 360 a and 428 a relative to a horizontal axis 530 such that portions462 a and 462 b of drag link 460 form angles β₂ relative to horizontalaxis 530, where β₂=15°, but could be in range from 10°-20°.

With reference now to FIGS. 22 and 23, the front suspension of the 48″and 55″ vehicles will be distinguished. With reference first to FIG. 22,ATV 2 is in the form of the 55″ vehicle where a distance from outerfaces of wheel hubs 240 is shown by a lateral distance X₁, where X₁=49″.In this way, the distance X₁ plus the width dimensions of the tireswould approximate the 55″ width vehicle. It should also be understoodthat the suspension as described with respect to FIGS. 10-16, depict the55″ vehicle such that the upper and lower A-arms 200, 202; 204, 206relate to the 55″ vehicle. The half shafts 256 are also of a differentlength to accommodate the wider vehicle. As shown in FIG. 22, the wheelhubs 240 are positioned further forward relative to the frame 20 suchthat the half shafts 256 sweep forward relative to a horizontal centerline 540 through the couplings 260. As shown, the half shafts 256 areswept forward by an angle β₃, where β₃=2.8°, but could be in a rangefrom 0°-5°.

With reference now to FIG. 23, the front suspension for the 48″ vehicleis shown at 56′, where the front suspension 56′ includes left A-arms200′ and 202′ and right A-arms 204′ and 206′. The half shafts 256′ arealso of a different length to accommodate the lateral difference betweenthe couplings 260 and the hubs 240. As shown, the lateral distancebetween front faces of the hubs 240 is X₂, such that the distance X₂plus the width of the wheels equates to the 48″ vehicle. As shown,X₂=42″. As also shown in FIG. 23, the half shafts 256′ are sweptrearwardly relative to the lateral center line 540 such that an angle β₄is defined which reduces the wheel base of the vehicle relative to the55″ vehicle described in FIG. 22. As shown, the steering system 36 ofthe 48″ and 55″ vehicle are identical with the exception that thesteering arms 22′ of the 48″ vehicle are somewhat shorter to accommodatethe width difference of the vehicles. As also shown, β₄=7.4°, but couldbe in a range from but could be in a range from 5°-10°.

With reference now to FIGS. 24 and 25, the front suspension of the 48″and 55″ vehicles will be described. With reference first to FIG. 24, the55 inch vehicle is shown where the front left wheel is turned to themaximum left position, to a rotation of β₅=35°. Due to the fact that thehalf shafts 256 sweep forward on the 55″ vehicle (FIG. 22) the firstcontact between the CV joint 250 (FIG. 13) and the half shaft 256, wouldbe at the rearward side of the CV joint 250. Thus the upstanding post284 on the 55″ vehicle contacts the rear contact surface 270 to form theextreme position for the 55″ vehicle.

With reference now to FIG. 25, the 48 inch vehicle is shown where thefront left wheel is turned to the maximum right position, to a rotationof β₆=35°. Due to the fact that the half shafts 256′ sweep rearward onthe 48″ vehicle (FIG. 23) the first contact between the CV joint 250(FIG. 13) and the half shaft 256′, would be at the forward side of theCV joint 250. Thus the upstanding post 284 on the 48″ vehicle contactsthe front contact surface 268 to form the extreme position for the 48″vehicle.

It should also be understood that the knuckles 224, hubs 240 and thecouplings 276 are identical for the 48″ and 55″ vehicles and that thestops 268, 270 are defined for providing the extreme position for bothvehicles.

With reference now to FIGS. 26-31, the rear suspension 58 of the ATV 2will be described. With reference first to FIGS. 24 and 25, thesuspension of the 55″ vehicle will be described. As shown, thesuspension 58 is comprised of a left lower A-arm 550, a left upper A-arm552, a lower right A-arm 554 and a right upper A-arm 556. The leftA-arms 550, 552 are coupled to a knuckle 560 which retains a left rearwheel hub 562. Wheel hub 562 is driven by a rear left half shaft 564.The right A-arms 554 and 556 are coupled to a right rear knuckle 570 anda right rear wheel hub 572 where wheel hub 572 is driven by a right rearhalf shaft 574. A torsion bar 580 couples the lower A-arms 550, 554 byway of vertical posts 582. As shown, half shafts 564, 574 are driven bycouplings 586 of a final drive 590.

With reference now to FIGS. 28 and 29, the rear suspension 58′ for the48″ vehicle will be described. As with the front suspension, themajority of the components of the vehicle remain the same, but the leftA-arms 550′, 552′ and half shaft 564′ are replaced to compensate for thevehicle width. Similarly, the right-hand side suspension is also changedwith lower A-arm 554′, upper A-arm 556′ and half shaft 574′ having thereduced dimensions like the left-hand side. The torsion bar 580′ is alsodifferent to accommodate the width of the vehicle.

With reference now to FIG. 28, the coupling between the A-arms and theknuckle will be described. As shown in FIG. 28, the right rearsuspension is shown where A-arms 554 and 556 are coupled to knuckle 570.This is also the same knuckle and wheel hub used on the 48″ vehicle andmirror images of the left-hand side wheel hub. The knuckle 570 includesa single elongate coupling 590 at the upper end thereof for coupling toupper A-arm 556 and includes two lower couplings at 592 for attachmentof A-arm couplings 594. Wheel hub 572 includes a constant velocity joint600 extending through the knuckle 570 which includes a drive profile 602for matching with a constant velocity joint on half shaft 574. As shownin FIG. 28, the coupling points 592 are raised relative to the constantvelocity coupling 600 such that the top of the coupling points 594 arehigher than the inner geometry 602.

With reference now to FIG. 31, the rear final drive 590 is shown mountedin the rear frame portion 72 positioned above frame tubes 140 and belowframe tubes 142. Rear suspension mounts 150, 166 and 170 are shown ingreater detail. Final drive 590 is shown positioned adjacent to forging82 which may be removed to access the final drive 590.

With respect now to FIGS. 32-35, the exhaust system 52 will be describedin greater detail. As shown, exhaust system 52 includes an exhaust pipe610 coupled to engine 612 at a front end thereof, and extendingrearwardly past continuously variable transmission (CVT) 614 to an elbow616, and then to a front end of muffler 620. As shown, muffler iscentered in the vehicle frame 20 above tube 146, intermediate tubes 80 cand below tubes 90. As shown best in FIG. 32, muffler 620 includes amuffler mounting post 630, having post portions 632 extending intoapertures 174 (FIG. 35) of muffler mount 172. The muffler 620 iscentrally mounted because with the extended travel of suspension themuffler 620 cannot be packaged in the wheel well at full rebound/jounce.

It should be understood that the vehicle 2 includes front and rear driveshafts coupled between U-joint 634 of front drive 190 (FIG. 15) andoutput U-joint 635 (FIG. 32); and between U-joint 636 of rear drive 590(FIG. 31) and output U-joint 638 (FIG. 32). The drive shafts are similarto those described in U.S. Pat. No. 9,873,316, the subject matter ofwhich is incorporated herein by reference.

With reference now to FIGS. 36-38, an alternate steering system is shownas a rack and pinion system 640 which is an alternative to the steeringsystem shown in FIG. 18. Rack and pinion system 640 utilizes the powersteering motor 302 as disclosed in the embodiment of FIG. 18, butcouples to it a rack and pinion subassembly 642. As shown, subassembly642 includes a housing 644 having bearing covers 646 and 648 housingbearings 650, 652. Bearings 650 and 652 support a stub shaft 656 whichincludes a splined internal shaft which couples to splined drive shaft314 of power steering motor 310. A pinion 660 is coupled to stub shaft656, and as best shown in FIG. 38, pinion 660 has an arcuate shape at662 having gear teeth which mesh with teeth 664 of a rack 666. The rackincludes couplers 668 which couple to steering arms 222 (FIG. 18) asopposed to the utilization of pitman arms 350, 420. Thus, as shown inFIG. 38, when pinion 660 rotates in a clockwise direction, rack 666moves linearly in the direction of arrow 670 and when pinion 660 rotatesin a counterclockwise direction, rack 666 moves linearly in thedirection of arrow 672.

With reference now to FIGS. 39 and 40, a steering riser block assembly680 and an adjustable instrument cluster 682 will be described herein.As shown, riser block assembly 680 is coupled to an alternate steeringarm 684 having a T-shaped post at 686. Riser block assembly 680 includesthe main body portion 690, which in the disclosed embodiment is analuminum block extruded in the direction of apertures 692 in post 694.Block 690 includes an upper surface 696 and a lower surface 698 whichreceives upper clamps 700 and lower clamps 702 respectively. Lowerclamps 702 include an arcuate opening at 706 for placement againstT-shaped post 686 whereby fasteners 708, 710 may be utilized to attachclamps 702 to bottom surface 698 trapping T-shaped post 686therebetween. Lower end of main body portion 690 includes an arcuateopening at 712 to receive the T-shaped post 686. It should beappreciated that a lower end of aperture 692 is threaded, to receivethreads on fasteners 708.

As shown best in FIG. 40, instrument cluster 682 includes a bracket 716including a lower plate portion 718 having apertures 720. Apertures 720align with apertures 722 of upper clamps 700. Thus, fasteners 726 may bereceived through apertures 720 of bracket 716, through apertures 722 ofclamps 700 into the upper end of apertures 692. It should be appreciatedthat the upper ends of apertures 692 are also threaded to receivethreads on fasteners 726. Thus, when bracket 716 is coupled to riserblock 690, handlebar 740 is coupled therebetween and upper clamps 700and riser block 690 grips a knurled surface 742 to retain the positionof the handlebars 740. Upper end on main housing 690 includes an arcuateopening 744 and clamp 700 includes an arcuate opening 745 to gripknurled surface 742. Bracket 716 includes a plurality of bracket arms746, 748, 750 which allows coupling of upper housing 760 of pod 682 byway of fasteners 762 to bracket 716.

Thus, given the geometry of the riser block 690, the riser block 690 mayrotate towards and away from the rider on T-shaped post 686 which moveshandlebars 740 towards or away from the rider to accommodate theergonomic feel for different sized riders. This also adjusts the pod 682to accommodate different sized riders. Furthermore, the riser block 690allows the handlebars 740 to be rotated downwardly in a stored orshipped position as shown in the phantom lines of FIG. 39.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A method of making multiple widths of all-wheel drive vehicles, comprising the steps of: providing a frame having a front portion and a rear portion; providing a power train and coupling the power train to the frame, the power train comprising a primary motive unit, a transmission, a front final drive, a rear final drive and couplings between the transmission and the front and rear final drives; providing a plurality of front and rear suspension components of different lengths; providing a plurality of front and rear half shafts of different lengths; selecting sets of front and rear suspension components and front and rear half shafts to define a measured distance from a longitudinal centerline of the vehicle; providing front and rear wheels, where a distance measured from outside the front and rear wheels is different for the different sets; providing front knuckles coupling the front wheels to the selected front suspension components; and providing steering stops usable with all of the plurality of front suspension components of different lengths.
 2. The method of claim 1, further comprising the steps of: providing a power steering unit; providing a plurality of steering arms of different lengths; and selecting a steering arm to cooperate with the set of front and rear suspension components and front and rear half shafts.
 3. The method of claim 1, wherein: providing the plurality of front and rear suspension components of different lengths includes providing first front and rear suspension components having a first length and providing second front and rear suspension components having a second length; and providing the plurality of front and rear half shafts of different lengths includes providing first front and rear half shafts having a first length and providing second front and rear half shafts having a second length, wherein, together, the first front and rear suspension components and the first front and rear half shafts provide a first width vehicle and, together, the second front and rear suspension components and the second front and rear half shafts provide a second width vehicle, where the first width is less than the second width.
 4. The method of claim 3, wherein on the first width vehicle, the first front and rear half shafts sweep rearwardly to define a first wheelbase of the first width vehicle.
 5. The method of claim 4, wherein on the second width vehicle, the second front and rear half shafts sweep forwardly to define a second wheelbase of the second width vehicle, wherein the first wheelbase is less than the second wheelbase.
 6. The method of claim 5, wherein the steering stops are comprised of a first stop member positioned on each of the front right and left suspension; and a second stop member positioned on each of the right and left knuckles; wherein the first and second stop members cooperate to provide extreme rotational positions.
 7. The method of claim 6, wherein one of the first and second stop members is defined as an upstanding post.
 8. The method of claim 7, wherein the other of the first and second stop members is defined as an arcuate slot in which the upstanding post rotates, the arcuate slot includes stop surfaces profiled for contacting sides of the upstanding post, wherein the upstanding post contacts different stop surfaces of the arcuate slot for the first and second vehicle.
 9. The method of claim 3, wherein the first width vehicle has a maximum width in the range of 45-51″.
 10. The method of claim 9, wherein the first width vehicle has a maximum width of 48″.
 11. The method of claim 3, wherein the second width vehicle has a maximum width in the range of 52-58″.
 12. The method of claim 11, wherein the second width vehicle has a maximum width of 55″.
 13. The method of claim 1, wherein the frame is defined by upper and lower longitudinally extending tubes.
 14. The method of claim 13, wherein the front and rear suspension components are defined by upper and lower A-arms extending generally transversely from the frame.
 15. An all-terrain vehicle (ATV), comprising: a frame; ground engaging members supporting the frame, including front and rear ground engaging members; front right and left suspension; a front wheel steering mechanism comprising right and left knuckles pivotally coupled to the respective front right and left suspension; a power steering unit coupled to the frame, the power steering unit including an output shaft which is laterally offset from a vertical centerline of the vehicle; right and left steering arms coupled to respective right and left knuckles, and a linkage coupling the output shaft to the steering arms, where the right and left steering arms are substantially the same length; the linkage comprising: a drive pitman arm coupled to the output shaft at a first end, and coupled to one of the front right or left steering arms at a second end; a driven pitman arm coupled to the drive pitman arm by way of a drag link; wherein the steering arms are coupled to the drive and driven pitman arms at a first location, and the drag link is coupled to the drive and driven pitman arms at a second location.
 16. The ATV of claim 15, wherein the power steering unit output shaft is laterally offset on a left hand side of the vertical centerline of the vehicle.
 17. The ATV of claim 15, wherein the front right and left suspension each includes an upper and lower A-arm, and the upper A-arm is defined by front and rear tubular members, wherein the rear tubular member is jogged upwardly to prove clearance over the steering arms.
 18. The ATV of claim 15, wherein the front wheel steering mechanism further comprising a steering post coupled to the power steering unit, and further comprising a riser block coupled to the steering post and a steering actuation member coupled to the riser block, the riser block being movable forwardly and rearwardly to adjust the position of the steering actuation member.
 19. The ATV of claim 18, wherein the steering actuation member is a handle bar.
 20. The ATV of claim 15, wherein the first location is intermediate a point of rotation for the drive and driven pitman arms and the second location.
 21. An all-terrain vehicle (ATV), comprising: a frame; ground engaging members supporting the frame, including front and rear ground engaging members; front right and left suspensions; front wheel steering mechanisms including right and left knuckles pivotally coupled to the respective front right and left suspension; a power steering unit coupled to the frame, the power steering unit including an output shaft which is coupled to the right and left knuckles for steering; a first stop member positioned on each of the front right and left suspension; and a second stop member positioned on each of the right and left knuckles; wherein the first and second stop members cooperate to provide extreme rotational positions, and one of the first and second stop members is defined as an upstanding post and the other of the first and second stop members is defined as an arcuate slot in which the upstanding post rotates.
 22. The ATV of claim 21, wherein the arcuate slot includes stop surfaces profiled for contacting sides of the upstanding post.
 23. The ATV of claim 22, wherein the upstanding post is in the profile of a shark fin.
 24. The ATV of claim 23, wherein the front right and left suspension each include a first A-arm coupled to the right and left knuckles, and the upstanding post and arcuate slot are positioned adjacent to an intersection of the knuckle and the A-arm.
 25. The ATV of claim 24, wherein the upstanding post is positioned on the A-arm adjacent the knuckle.
 26. The ATV of claim 25, wherein the upstanding post is progressively thinner from a position adjacent the A-arm upwardly towards an end thereof.
 27. An all-terrain vehicle (ATV), comprising: a frame; ground engaging members supporting the frame, including front and rear ground engaging members; front right and left suspensions; and a power steering unit coupled to the frame at a position directly adjacent the front right and left suspensions, the power steering unit comprising: a power steering motor having an output shaft wherein the power steering motor is coupled to the frame at a position directly adjacent the front right and left suspensions; a rack and pinion subassembly having a housing and a pinion gear drivingly coupled by the output shaft, and a rack drivingly coupled to the pinion gear; wherein the pinion gear has an arcuate shape defined by a first linear side, a second linear side, and a curved end extending between the first and second linear sides; a steering post providing torsional input to the power steering unit; and steering arms coupled to the rack; wherein torsional input to the power steering unit causes rotation of the output shaft and pinion gear, and linear movement of the rack and steering arms.
 28. The ATV of claim 27, wherein the power steering unit further comprises a stub shaft operably coupled to the output shaft, and the pinion gear is operably coupled with the stub shaft and the output shaft.
 29. The ATV of claim 28, wherein the housing of the rack and pinion subassembly includes at least one bearing, and the stub shaft is supported by the at least one bearing. 